Isky 404A cam - Harley Davidson grind?

The front snout area is full of oil with a seal on the nose where the pulley is and inside on the front of the two shafts before getting into the rotor area. The back originally had seals on the two shafts, shins and greased bearings but you can put sealed bearings in them now, and keep the old look. I read one article that someone removed the grease zero side of the sealed bearings so you could grease them but the grease not go out the other side.

The gears on the rotor shafts are drilled and pinned. You have to time the rotors or they will interfere with each other.
 
Resurrecting this thread in the hope of a bit more info. I’m in England but recently acquired an Isky 404a cam, new old stock together with the relevant double springs, lifters, staples ect. ( no jig but can make that). My engine is a French block running 4 1/4 crank, 3 3/8 pistons and currently a 400 jr cam. All running in a belly tank that only gets to play on Pendine sands and will do a bit of drags. It’s full race.
My question if any one can help is are the double springs worth using, what spring pressure is best, and advice on grinding each tip on the lifters and what to set it at cold?
If I were to have my Johnson adjustable lifters ground would they need re hardening?
Thanks in advance guys,

Brett.
 
I've checked the double springs against the Isky 185-G springs and the 185-G springs are actually better. I have no idea as to why Ed created the dual-spring package . . . other than to claim it was better and as part of the overall marketing of the 404-A. You should be fine with about 80 lbs on the seat - which is easy to obtain with the 185-G springs. I'm running 185-G springs on my flathead roller cam with 100 lbs on the seat (and heavy roller lifters) - have had the engine over 6200 RPM and never floated a valve . . . and my intakes are 1.72". For a full-on race engine, you might consider light titanium valves anyway (that is what I'd do).
 
Newc said:
Hi all; I see a Power Master starter there. They engage front to back, the opposite of a Ford stocker. So the ring gear bevel is for the stock type stater. Does the ring gear need to be flipped or rebeveled for the Power Master type?? Newc
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I'm hoping to see an answer on this too as I have the same (uninstalled ) starter. Thanks.
 
naughtt said:
Resurrecting this thread in the hope of a bit more info. I’m in England but recently acquired an Isky 404a cam, new old stock together with the relevant double springs, lifters, staples ect. ( no jig but can make that). My engine is a French block running 4 1/4 crank, 3 3/8 pistons and currently a 400 jr cam. All running in a belly tank that only gets to play on Pendine sands and will do a bit of drags. It’s full race.
My question if any one can help is are the double springs worth using, what spring pressure is best, and advice on grinding each tip on the lifters and what to set it at cold?
If I were to have my Johnson adjustable lifters ground would they need re hardening?
Thanks in advance guys,

Brett.
Click to expand...

Adjustable, so called Johnson lifters may need re-heat treating, depending on when and where they were made. This should be done in an inert gas atmosphere to eliminate any scale.

You will have to run the Isky radius lifters with the 404A cam.

You NEVER grind the lifter to adjust the clearance.
If you do not have a valve stem grinding attachment on your valve grinder, They can be machined very easily in a lathe.

Listen to Bored & Stroked on the spring info.
 
The 1929-73 Harley-Davidson 4-cam flathead engines: small engine VINs are D, R, W, G, K & X, big engines are V & U (750, 900, 1200 & 1300cc)

The 1936-2000 single-cam pushrod OHV engines: a.k.a. knucklehead, pan head, shovelhead E & F (1000, 1200, 1340cc)
 
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I have found that the low CR of the KR race engines required very strange cam events.
A sample:
Intake duration 310°
Opens 65° BTDC
Closes 65° ABDC
Intake CL 90° ATDC
The exhausts are all 30° smaller



The early closing point keeps the CCP and low speed torque up

When do hot Ford cams close the intake?[FONT=&quot]
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It appears that some performance cams for the Ford have fairly late intake valve closure ABDC. IMHO this is done for a good compromise between torque and peak power.
Engines with relatively low static CR may gain some torque by advancing the cam 4[FONT=&quot]°.[/FONT]
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